Floating dry-dock



(No Model.) a Sheets-Sheet 2.

0. BROWN & T. BIDDLEOOMBE. FLOATING DRY DOCK.-

No. 398.223. Patented Feb. 19, 1889;

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(No Model.) 3 sheets-sheet a.

0. BROWN & T. BIDDLEOOMBE.

FLOATING DRY DOCK.

No. 398.223. Patented Feb. 19, 18891.7

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UZar/es Brawn v 2797;]. T/wmas Bz'ddlecvmla PATENT CHARLES BROXVN ANDTHOMAS 'BIDDLECOMBE, OF PORT HURON, MICHIGAN.

FLOATING DRY-=DOCK.

SPECIFICATION forming part of Letters Patent No. 398,223, dated February19, 1889.

Application filed December 31, 1887 serial No. 259,504. (No model.) I

To (LU whom it may concern.-

Be it known that we, OHARLEs BROWN and THOMAS BIDDLECOMBE, citizens ofthe United States, residing at Port Huron, in the county of St. Clairand State of Michigan, have invented certain new and u lQflllImprovements in Floating Dry-Docks, 01' which the following is aspecification, reference being had therein to the accompanying drawings.

This invention relates to new and useful improvements in floating docks;and the in vention consists in the construction and arrangement of theparts, as more fully hereinafter described, and set forth in the claims.

In the drawings which accompany this speci fication, Figure 1 is acentral longitudinal section, in diagram, to show the relativearrangemant of theparts. Fig. 2 a plan on a larger scale, showingasection of the structure, with the deck-planking partly omitted. Fig. 3is an end elevation and partly a cross-section on line 00 x in Fig. 2.Fig. 4 is a cross'section on line y 'y in Fig. 2. Figs. 5 and (5 arelongi tudinal central sections, the former being taken through a portionof the forward end and the latter through the central portion of thedock. Fig. 7 is a side elevation of the rear end.

The dock consists of a large hollow watertight caisson of substantiallyrectangular shape, and of a size to provide ample dockage for vessels011 the deck of the caisson, as will appear more fully hereinafter.

The construction of this caisson is as follows: The outside shell isconstructed on the same plan as is used in building wooden ves sels ofthe type known as scows or lighters, designed for carrying heavydecleloads, the size and strength of the timbers being proportionatelyincreased, as is required by the size of the structure. The space withinthe caisson is divided into compartments by means of longitudinaldivision-walls A and B and transverse division-walls O, which are builtof solid timber and reach from the bottom to the deck-timbers l), whichlay crosswise the caisson on top of these walls and which support theflooring E.

The longitudinal division-wall B, running through the center of thecaisson, is made extra heavy, as it has to support the most of the load,and the transverse division-walls O are spaced closer together near thecenter of the caisson than toward. the end. All these division-walls arebuilt in the most substantial manner and bolted together to impart thegreatest possible strength to the caisson, and the joints between theindividual timbers are water-tight, and where the walls cross each otherthe timbers are halved. These divis ion-walls divide the hold into aseries of compartments, which are made to communicate with each otherand with the outside by suitable openings,F, formed in the walls nearthe bottom.

All the outside openings are controlled by valves suitably constructedto be opened and closed from the deck, and the openings whichcommunicate with the com partn'rents G at the sides of the caisson andwith the compartments H at the end of the caisson are also controlled byvalves for the purpose hereinafter stated. The rigidity of the structureis still further increased by placing intermediate between thecross-walls 0 open trusses, either, as shown in Fig. 4, by means ofinclined braces I, or by vertical braces J, as shown in Fig. 3, the twomethods being preferably employed alternately with each other throughthe length of the caisson, so that every decktimber is bracedunderneath.

support the braces I and J.

The top of the caisson is provided with the superstructure, whichconsists of the scaffolds L L, along the sides of the caisson, and whichsupport the usual platforms, M M, for the use of the workmen employed inrepairing the vessel. \Ve preferably construct this scaffold by erectinga series of like frames at equal distances apart along the edges of thedeck, each frame consisting of the uprights N N, suitably connected bycross-braces and provided with the large anchoring-brace O, which runsfrom near the top of the frame at an angle through the deck to thebottom of the caisson. By means of longitudinal stringers P we provideadditional raised supports for the workmen to stand upon. Thisconstruction of scaffold adds to the strength of the caisson, and thecentral portion of this scaffold is utilized to support the pump-houseR, in which the pumps and pumping apparatus are sheltered.

Suitable bottom timbers, K, are employed to T are vertical. shafts forthe escape of the air when the water is admitted into the hold of thecaisson.' In the center of the deck and running longitudinally therewithwe construct the keel-block U, upon which the keel of the boat isdesigned to rest, and upon its sides we place the adjustablebrace-shores V, which are constructet'l in the form substantially asshown and which are movably supported upon the lateral track \V, securedto I the top of the deck. I In practice this deck is designed to operateas follows: When it is desired to deck a ve. sel, the whole structure issubmerged by admitting water through the openings F in the sides of thecaisson, the specific gravity of the parts being such that when the holdis full the structure will sink to the bot-tom. The depth of water inwhich the structure is used is calculated to leave the top of thescaifolds, with the pump-house, above water. The vessel to be docked isthen floated on top of the deck and fastened securely in position thereon. After closingthe ports through which the water has been admittedinto the caisson the pumps are set to work to pump the water out of thehold, and as the dock rises its balance is maintained by using the waterin the end and side compartments for keeping it in trim, the valveswhich control the access of the water to these compartmentsbeing openedand closed as required. The buoyancy of the whole dock when empty issupposed to support the vessel. above the water. To undock the vesselafter it is re ')aired, the reverse operation is performed. Theadvantage of our construction is that it greatly reduces the cost anddoes not require such special and extended facilities for building as isrequired by the present state of the art, which practically forbids anenterpriselof this nature to be carried on away from the large centersof ship-building, and which,

' 011 account of the great difficulty and expense attending thetransport of such a large structure, naturally deprives the maritimeinterests along a large extent of coast of the great benefits to bederived from the use of a dry-dock in case of. urgent necessity.

Our construction can be carried out at a minimum of cost, and isintended to solve the difficulty of building such a structure with i theordinary materials and workmen at commaiid of any place equipped forbuilding ordinary wooden vessels, and, furthermore, its construction isspecifically adapted to the conditions of the coast along our greatnorthern lakes.

Ve are aware that it is not new to divide a caisson or ponton intocompartments communicating with each other and controlled by valves, andprovided with means for submerging or raising such caisson by theadmission or expulsion of water into or from such compartments; nor isit new to trim the caisson by providing it with trimming compartments;but what we claim. is the constructive arrangements and combination ofthe different parts of the whole structure.

, What we claim as our invention, is-

1. The combination, in a floating deck, of the inclosed buoyant caissonor vessel of substantially rectangular shape, the series of transverseand the series of longitudinal solid timber division-walls dividing thehold into compartments, of outside and inside openings to admit thewater into the compartments of the hold, valves controlling the outsideopenings, valves controlling the inside openings into the side and endor trimming compartments, the scaffolds on the deck of the caisson, theinclined anchoring-brace O, the longitudinal stringers P, secured tosaid brace, the vent-shafts extending through such scaffolds, and thepump apparatus housed on top of such scaffolds, all arrangedsubstantially as described.

2. The combination, in a floating dock, of the buoyant caisson or vesselof substantially rectangular form, the series of longitudinal andtransverse solid timber walls dividing the hold into compartments, theintermediate transverse trusses, the openings at the bottom of theoutside and inside walls to admit the water into thedifferentcompartments, the valves for controlling such openings, theside i i and end compartments, the keel-block in the 4 center of thedeck, the lateral brace-slicers I movably supported upon lateral guides,the scaffolds extending along the sides of the deck and supporting theplatforms, the anchoring braces of the scaffolds, and the air or ventJs'hafts extending through the scaffolds, all

substantially as described.

In testimony whereof we affix our signatures, in presence of twowitnesses, this 28th day of July 1887.

, CHARLES BROW'N.

i THOMAS BlDDLECOMBE.

Vithesses: 0 v H. S. SPRAGUE, 1 P. M. HULBERT.

